Car-underframe construction.



I. "L. IRWIN. UAR UNm-:RFRAME coNsTRUcTIoN.

APPLICATION FILED JAN. 18, 1908.

Patented Oct. 6, 1908.

2 SHEETS-SHEET 1.

INVENTOR.

{"HHHHSH n .Muni n nlnulnllinunlnurllhlIUHUUU" u FRA NK /Rw/N.

1HE NoRRls PETERS ca., wAsHlNaroN. n. c

' UNITED srnvprnsrnrnnr yorirron.

FRANK L. IRwiN, or COLUMBUS, omdissenon To 'man' RALsToN STEEL ons COMPANY,

OF QOLUMBUSQOHIO, CORPORATION OF OHIO. p

. i CARLUNDERFRAME CONSTRUCTION.

y Nol 900,375.` j

v y Specification of Letters Patent. Application.filedA January 1,8, 1908. SerialwNo. 411,517.

`invented oet. 6, 190s.

To all whom 'it 'may concern:

` Be it 'known that `I,FR`A1\TK L. 3 IRWIN, a citizen of the United States,`residingat Oolumbus, in the county of Franklin and State of Ohio, have invented certain'new anduse.- ful Improvements `in Oar-Underframe Con-i struction, of which the follovszing a specifi-,`

cation. y y

My lnventlon relates toflmprovements" 1n car underframe construction, 'and conslsts especially `in theV provision Vof. trussing .or'

bracing means provided at thejfcross bearer and at the bolster'ofa car underframe; 'the arrangement` of parts and theirattachment to eachother and to the center 'sill provide a stronger and morereadily built construction than has hitherto been used, aswell as providing a lighter underframeivg: The'truss or bracing construction is so formedas to provide a support for` thestringersand the'side sills, as well as toprovide-a verystrongsu porting construction' beneatl the center A further object of my 'improvement'. isi also to cheapen and simplify the construction of a oar underframe; y l

In the accompanying drawings which arel hereto attached and hereby made a part of this speciiication, Figure 1 is va plan view of the car underframe showing my improved construction bothat the bolster and the `cross bearer; Fig. 2 is a side view ofthe carunderframe shown in Fig. 1 Fig, 3 is a'transverse section through the car underframe atthe cross bearer,lshowing one form of my i m proved bracing'construction; Fig.Y 4 is an end view of the construction shown in Fig. .3; Fig. 5 is a perspective' of. a modified form of my improved bracing construction.

Reference being: had to- `the. `drawings ,f in` Which the same numeral indicates the same part throughout, the centersill construction `vided if found advisable. vThe center sil as shown is formed ofthe side channelsll and 12, the, to cover plate 13, and the cross bearers and bolsters are shown securely connected with the side channels of the center sill by the angle plates 14 and 15, the latter being secured tothe center sillby the rivets 17, which are provided in sufficient number to perform the function effectively. At the cross bearer I also providea bearing member or plate 18for the'stringers, and the latter are securedtherethrough by the pins or rivets or is materially lessened. A bearing member 2() at thebolster is also provided ,which is secured to thefbolster: by means of vthe rivets 21, and

the stringers are iirmly pivoted upon the bolster` bearing member. 2O by means of the rivets'or bolts22, the purpose accomplished here being also the provision of'a wider bear- `ingsurface for the Stringer to decrease the tendency to shear orabrade, under the severe conditions of usage towhioh the car is subjected. 'Itis noted that the bearing members 18 and 20', have their inner ends abutting against the side channelof the center sill at their inner ends23, and `at their outer ends are extended as required by the number of stringers provided, in the drawings the outer ends being shown. at 24 and 25. The side channels of the center sill are supported internally by the plate26 interposed between the same and flanged at its lateral edges and secured tothe side channels by means of the rivets 27, whereby -a strong bracing con-l struction is forme y.

The cross bearer 2 at its ends is slit down` wardly to form shelves28 and 29, upon which the side sills 4 and 5.are positioned an end view of the cross bearer is shown in Fig. 4; it

Y is understood that theends of the bolster are similarly formed for the same purpose. Reference ishereby made to my pending applicationN 0. 378,375 vfor a similar construction at theend of the bolster and cross bearer, and I need not describe the same further herein.

.To `brace or support the underframe con-p struction at bolster and cross bearer, l provide the angle 30, secured at one end to the depending plate 31 vby the rivets 32, which plateis at its upper edge secured to the cross bearer orbolsterv by means of therivets 33;

the opposite end of the angle '30 is secured in a similar manner. The angle 30` at its middle portion 34 lies beneath the center sill, and is inclined upwardly at its ends as shown; the

ysecond angleV 35 is positioned adjacent to the angle 30, and is similarly shaped throughout, and theplate 31 atits lower side passes between the angles 3() and 35, and the rivets 32 'consequently pass through the tWo angles and the interposed plate member. Beneath 'thecenter sill is positioned aTbar 36 with the Cri flange portion positioned beneath the lower flanges on the center sill channels, and secured thereto by means of the rivets 37 and 38; the web of the T-bar 36 is received by the angles 3() and 35 between the same as appears at 39, and rivets 40 are then inserted through the angles and the interposed T-bar web, whereby the construction is very securely fastened together. The angles 30 and 35 may be positioned with the flange portion upwardly (not shown), in which case the T--bar 35 may be dispensed with, inasmuch as the flange portions .cf the angles are positioned beneath the lowermost flanges on the channels of the center sill and sustain the same and also provide a flange for the insertion of rivets thereto to secure the said angles to the center sill. I also provide the reinforcing plate 41 positioned beneath the angles as shown in Fig. 3, and bent to conform to their shape, and riveted thereto at 42. The reinforcing plate 41 may also be provided on the opposite side .of the angles 30 and 35, to form a counterpart for the plate 31, or it is apparent that a single plate may be provided to extend beneath the angles below the center and along the inclined portions of said angles to any point desired.

In Fig. 5, I have shown a modified form of construction of my improvement, in which the channel 43 is inserted through the side channels of the center sill, and extends from one side sill to the other completely across the car underframe, and provides a fim foundation for the stringers. At its ends said channel 43 is securely riveted at 44 to a flanged member 45, having the shelf 46 provided thereon for seating the side sill 4. Essentially this 'flange member 45 is formed of a short Tsbar bent appropriately to form the said seat 46. To the curved web 47 of the said flange member 45 I secure by means of the rivets 48 the angles 49 and 50, and incline the same downwardly to the center sill construction, where the said angles assume a horizontal position beneath the center sill construction at 51, the opposite end of the angle being upwardly inclined in a manner similar' to that shown at 49, and similarly secured to a flange member positioned at the opposite end of the channel 43. As shown in Fig. 5, theangle 49 ends beneath the center sill, and a similar angle 52 is provided for the opposite side of the bracing construction; however, the angle may be formed continuous instead of providing the two sections 49 and 52. In a similar manner the angle shown at 50 may be provided in two sections or may consist of a single member. The angles may be positioned with a lateral flange below as shown in Fig. 5, or may be reversed so that the wide flange portion will be above and beneath the lowermost flanges of the channels forming the center sill, to which they may then be secured by means of'rivets in a well known manner, which is not disclosed in the drawings and which need not be further described. In the construction shown in Fig. 5, the angles are positioned with the wide flange portion below, and I therefore provide for 'positioning beneath and in engagement with the lower flanges on the center sill channels the T-bar 36 which has been sufficiently described above it being understood that the T-bar shown in Fi 3 between the angles and the center sill and designated at 53, is practically identical with. the one shown at 36.

It is further pointed out that the flange member 45 provides a seat for the side sill 4, a point of attachment for one end of the channel 43, and means to which the ends of the angles 49 and 50 may be secured, the curved web 47 being positioned between the ends of said angles, whereas in the construction shown in Fig. 3, the plate member 31 to which the ends of the angles 30 are secured have no connection with. the seat provided. for the side sill.

The truss or bracing construction herein described and provided at the cross bearer and at the bolster of a car under-frame, is simple, very securely put together, and binds all the supporting parts firmly to the center sill.

What I claim is:

1. In a car underframe a center sill, a flange member positioned beneath said cen,- ter sill transversely and secured thereto, transverse angles beneath said center sill between which angles a flange of said flange member is adapted to be positioned and to which flange said angles are firmly secured, a transverse member mounted upon said center sill and means at the ends of said transverse member for supporting the ends ol'l said angles.

2. In a car underframe a center sill formed of side channels, a T-bar positioned beneath said center sill and secured to said channels, parallel supporting angles embracing the dc pending flange on said T-bar and being secured thereto, a transverse' member mounted on said center sill, supporting members depending from the ends of said transverse member and positioned between the ends ol" said supporting angles and secured thereto.

3. In a car underframe, a center sill formed of side channels secured together, a transverse channel mounted on said center sill and forming a support for the underframe stringers, a flange member secured at the end of said transverse member and shaped to form the seat for the side sill, a T-bar positioned transversely beneath said center sill and secured to the channels thereof, supporting angies embracing said T-bar and secured thereto, said angles at their ends being secured to said flange member, whereby a truss construction for said ear underf'rame is formed.

tween themselves and being'V secured thereto,

an upper transverse' member borne upon said center sill, said truss members and said up erY transverse member being connected'` toget er at their outer extremities." n p t 5. In a car underframe, a center s1ll, a

flanged member positioned 'transversely on the under side thereof, transverse truss members secured thereto, anv upper transverse member borne Vupon said center sill, a seatforming member mounted upon the end` of said upper transverse member and connected .ivith the adjacent ends of said truss mem- 1 ers. i

6.1n a car underframe, a center sill, a flanged member positioned transversely on the under side thereof, transverse truss members secured thereto, an upperV transverse member borne upon said center sill, and a seat-forming member mounted upon the contiguous ends of said up ery transverse member and said truss mem ers.

yIn testimony whereof Iaflx my signature inthe presence of two witnesses.

\ -FRANK L. IRWIN.`

Witnesses:v t

GEO. W. RIGHTMIRE, A..RAGER. 

